Automatic gear shift



Dn 1, 193e.

e sheets-sheet 1 INVENTORS 'LESTER S,-1- M|LLER AND` FRANK J. MILLER (DEcEAsED) BY LESTER S.v MiLLER,ApM|N|sTRAToR BY THEIR ATTORNEYS L. s. MILLER ET AL AUTOMATIC GEAR SHIFT Dec. 1., 1936.

'Fild Jan. 3, 1954 6 sheets-sheet 2 4 INVENTORS LESTER S. MILLER AND l FRANK J MILLER (DEcEAs BY LES TER S. MILLER,ADMINISTRATOF BY THEIR ATTORNEYS Dec' 1, 1936- L. syMlzLLEREj-,AL l 2,062,523

AUTOMATIC GAR SHIFT Filed Jan; s. 1.9 34 es'heets-'sheet s INVEN-roRs LESTER S. MILLER AND l FRANK J. MILLEMDECEASED) Ew` LESTER S. MILLER,ADM|N|STRATOR IO BY THEIR ATTORNEYS s. MILLER E-r AL Dec.- l, 1936.

AUTOMATIC GEAR SHIFT 6 Sheets-Sheet 5 Filed Jan. 3, 1934 INVENTORS LESTER s. MILLER AND FRANK J. MILLER (DEcEAsED) BY LESTERI S. MILLER,ADM|N|STRATOR BY THEIR ATTORNEYS Dec. 1,1936. L, M|| ER ET AL I 2,062,523 l AUTOMATIC GEAR SHIFT l Filed Jan. s, 1934 6 sheets-sheet 5 j lNvENToRs 7| LESTER S. MILLER AND L HL FRANK J. MILLER (DECEASED) 59 BY LESTER S. MILLER, ADMINISTRATOR EImIEE. -BY THEIR ATTORNEYS Patented Dec. l, 1936 n UNITED STATES PATENT oFFicE AUTOMATIC GEAR SHIFT Application January 3, 1934, serial N0. 105,142

25 Claims.

'This invention relates to automatic gear shifts and more particularly to devices of this character adapted for use in automotive vehicles driven by internal combustion engines.

The main object of this invention is to provide an automatic gear shift which is simple and inexpensive in construction, and convenient, smooth and reliable in operation.

Further objects are to provide an automatic gear shift for changing the transmission gear ratio in response to torque, to operate the clutch and throttle automatically as required for gear shifting operations, to adjust the timing of the shifting to the engine power, to provide constant forces for shifting the gears, to prevent operation in response to momentary torque impulses, to cushion the various movements, to adapt the device for freewheeling and manual operation, and to otherwise render the ,device more suitable for the purposes set forth.

- Other objects will become apparent as the following description proceeds, reference being had to the accompanying drawings, in which- Figure 1 is a side elevation assembly, partly in section, of a transmission gear box to which the automatic gear shift according to the present invention has been applied;

Figures 2 and 3 are plan views of the gear shifting fork, associated with an upper cam and a lower cam respectively, in the positions which they occupy while the vehicle is in second gear;

Figures 4 and 5 are similar views but positioned for low gear;

Figure 6 is a vertical axial section taken along line 6-6 of Figure 7, showing the primary actuator cam;

Figure 7 is a radial section taken along the line 1-1 of Figure 6;

Figure 8 is a vertical cross-section taken along the line 8-3 of Figure 6;

. Figure 9 is a longitudinal section taken along the line 9-9 of Figure 8;

Figure 10 is a transverse section taken along the line Ill-I0 of Figure 9;

Figure 11 is a section taken along the line l II-ll of Figure 12;

Figure 12 is a plan of the shock absorber in the thrust rod;

Figure 13 is a plan Section of the front end of the gear box shown in Figure 1, with the top removed, taken along line I3-l3 of Figure 17;

Figure 14 is a section taken along Ithe line |4'-|4 of Figures 13 and 17;

Figure l5 is a detail section taken along the line I5-I5 of Figure 13;

(Cl. ISB-.01)

Figure 16 is a section taken along the line I6--I6 of Figures 13 and 17, but including structure thereabove;

Figure 17 is a cross-section taken along the line i1-I1 of Figure 13;

. Figure 18 is a plan of a portion of the shifter plate, showing the lateral shifter cam therein;

Figure 19 is a plan of the clutch operating cam; l

Figure 20 is a plan of the trip cam for the 10 forward and backward shift movement;

Figure 21 is an end view of the same;

Figure 22 is a plan of the shifter plate, partly broken away to show the longitudinal shifter cam therebetween Figure 23 is a plan of the timer fork of the thrust rod;

Figure 24 is an elevation of the same;

Figure 25 is an inverted plan of the same;

Figure 26 is an inverted plan of Fig. 20;

Figure 27 is a plan of the trip for lateral shift- 20 t ing; and y Figure 28 is an inverted plan of Figure 27.

The automatic gear shift according to the present invention is adapted for use with a transmis- 25 sion gear box 30 as shown in Figure 1. Power is suppled by an internal combustion engine, through a service clutch.

As shown in Figure 6, the power from the clutch drives a disk 3l, by means of a shaft 53 3o suitably journalled in anti-friction bearings 42 in the gear casing 30. The disk 3| drives a flanged collar 32, through compression springs 33. The collar 32 is keyed to a shaft 66, and journalled in suitable anti-friction bearings 43. This shaft, through the usual universal joint 44, drives the propeller shaft which transmits the power to the driving axles or other traction device.

Referring to Figure 7, the springs 33 are mounted between lugs 34 on the disk 3l and lugs 35 on the collar 32. A complementary collar 31 is splined or keyed as at 33 on the hub of the disk. The flange thereof is notched to provide inclines 36 engaging inclines 40 in the flange of collar 32. Af Spring 33 on the hub of disk 3| is interposed between a collar 4I on this hub, and the hub of collar 31.

As shown in Figures 8, 9, and 1G a yoke 45 extends down over the shaft 53 and is pivoted on a cross rod 46 extending transversely therebelow. 50 The upper end of this yoke carries a. nut 41 pivoted on a pin 48. A hollow screw 49 in the nut 41 receives the rear end of a thrust rod 56, retained therein by nuts 51.

The screw 49 has an arm 50 slidably and pivot- 55 ally connected to the upper end of a rod 5|, which is Slidable in guides 52 carried by the yoke 45. An operating rod 54 is pivoted to the rod 5| by a pivot 55, and extends upward through an aperture in the gear casing, to within reach of the operator.

As shown in Figures 11 and 12, the front end of the rod 56 slides in a bore in the rear end of the timer thrust rod 59, in which it is cushioned by a compression spring 60, which bears on a short shaft 6| threaded in the front end of the bore. 'I'he front end of shaft 6| in turn enters an oil chamber 62 secured to the wall of the gear casing 30. The chamber 62 is connected by a bleed orifice 63 to an overflow pan 64. The rod 59 has a yoke around the oil chamber 62, and a spring 81 on the rod 6| within this yoke and bears against the chamber 62.

The front end of the timer thrust rod 59 is forked as shown in Figure 13, to pass on both sides of a vertical cam shaft 19. These forks have depending lugs I3 and I I4 respectively, which cooperate with upstanding pins III and I I5 on a timer trip 13 (Figs. 3, 5, and 26) rotatable on shaft 19 below the forks.

Trip 13 has a depending pin |01 operating in a slot |08 in a clutch cam 12 (Fig. 19) keyed to the shaft 19. Also keyed to this shaft is a longitudinal cam |03 (Fig. 18) having lobes |05 and |06 which operate in a slot |04 in a shifter plate 99.

One ofthe forks 59 also carries an upstanding lug 91, which cooperates with a depending pin 98 on a trip 1| (Figs. 2, 4, and 13) rotatable on the shaft 19 above the fork. A pin 95 on the upper side of trip 1| operates in a slot 96 in a lateral cam 94 (Fig. 22) rotatable on the shaft 19 and operating between rails |02 and ||2 depending from shift plate 99. The cam 94 has a lobe |0| engageable with the rail |02, and a lobe |00 engageable with the rail |2.

As shown in Figures 13 and 14,` a bar 92 pivoted on the gear casing wall is urged by a spring 93 against the flat side of trip 1|. Similarly, a bar |09 therebelow is urged by a spring I0 against the flat side of trip 13. The clutch cam 12 operates a bar pivoted on the gear casing 38. This bar 85 carries a lug 81 (Fig. 16) which abuts a lug 86 on one end of a link 83 sliding through a throw-off bar 84. The other end of link 83 is pivoted to an arm 8| on the clutch lshaft 82. This bar 85 also has pivoted thereto a connecting rod |4| for a piston |40 operating in an oil cylinder 88 mounted inthe casing 30. As shown in Figure 15, this cylinder has a hinged head or flap 89, and is provided with a bleed orice opening into an overflow pan 9|.

The link 83', as shown in Figure 16, has a. lug 18 engaging a lug 80 on a shaft'25. This shaft has an arm-26 (Fig. 13) pivoted to an oi'set extension of a cylinder 11, which in turn is connected by usual linkage to the carburetor throttle valve. Slidable in the cylinder 11 against a spring 16 is a piston 15 (Fig. 13) which is pivoted to an arm 21 rigid with the hub of the accelerator pedal arm 14, which ispivoted on the shaft 25. Also rigid with the hub of these arms is a cam 10 (Fig. 14) y engaging a. roller 68 on` a hook 68 mounted in a guide 58 on the wall of the gear A casing v30.

As shown in Figure 16, the shifter plate 99 has an opening |28 which receives a sleeve |l9. This sleeve ||9 has ears |20 which carry pins |24 received in slots formed in a forked end of a lever |22. An intermediate ball |2| on the gear lever 25 ts in the sleeve ||9. The other end of the lever |22 is pivoted at |23 to the throwoff' bar 84. The gear lever |25 has its main pivot at the ball |26, and the lower rounded end |21 is adapted to selectively enter the jaws of the sliding gear rods |42 and |43 (Fig. 13).

The upper end of the gear lever |25 is terminated at |29, and adapted to enter a socket |30 secured to the lower end of a gear lever extension |3|. This extension I3I slides in aY sleeve |32 having a spherical flange received in a guide |33. A spring |34 on the'extension |3| is interposed between the sleeve |32 and a collar |35 secured to the extension 3| A latch |36 pivoted on the collar |35 is adapted to engage an annular flange |31 on the sleeve |32.

In operation, it will be assumed that the vehicle is in high gear. With the standard manual gear shift arrangement, this would require the operating knob of the shift lever to be to the right rear. But as the shift plate 99 is below the pivot |26 of the shift lever |25, this requires the shift plate 99 to lie to the left front. Hence to go from high to second, plate 99 must move the left rear, requiring merely a rearward movement of the plate 99.

When, for any reason the load increases, for.v example when thevehicle encounters an up grade, as soon as the load is s ulicient to overcome the springs 33, the incline 40exerts a pressure on the incline 36. As the load increases sufficient to overcome the friction between these inclines and the resistance of spring 39, the member 31 is cammed forward by the inclines. 'This forward movement is transmitted by the yoke 45 to the thrust rod 56, and thereby to the fork end 59.

Forward movement of the end 59 causes the lug ||3 on the under side of the fork, to engage pin which extends upward from trip 13 therebelow, as shown in Figures 20 and 21. Thus this movement causes pin and trip 13 to move a quarter turn. This .causes the peak of trip 13 to move bar |09, Vcompressing spring IIO. During this quarter turn, pin |01 onthe lower side of trip 13, idles along slot |08 in the clutch cam 12 therebelow. (Fig. 19.)

The spring ||0 returns bar |09, turning trip 13 another quarter turn. Pin |01, now at the end of slot |08, turns clutch cam 12 also. Looking at Figure 19, this quarter turn causes the center peak of clutch carn 12 to move the clutch bar 85 forward.

As shown in Figures 13, 1,4, and 15, forward vmovement of the bar 85, through lugs 86 and 81, lmoves the arm 83 forward, which declutches the engine.V The same forward movement, through Vlugs 18 and 80, turns the shaft 25 and its arm 16, which through the cylinder 11, closesl the throttle. y

At the same time, as cams 12 and |03 are keyed to the same shaft, cam |03 is moved this quarter turn, and peak |06 thereof engaging surface |04, moves shifting plate 99 to the rear, changing the gears from high to second.l

'I'he latter half of this second quarter turn moves the center peak of cam 12 (Fig. ,.19') past the bar 85, which reclutches the engine and releases the throttle.4 The vehicle now proceeds in second gear, the collar 31 remaining half open, and fork 59 remaining half advanced. 'I'hus the transmission remains in second gear so long as this ratio is required.

When the grade or load is too great for second gear, the collar 31 again moves forward or open, further advancing the fork 59, to shift the gears from second to low. For manual shift a movement to the left rear would be required, hence the shift plate must now move to the right as well as forward.

The required forward movement of the shift plate is accomplished by a reverse movement of the cam 13, while the lateral movement is imparted by a further mechanism operated by trip 1|. 'I'hese movements are initiated by lugs ||4 and 91. The lug ||4 on the under side of the fork, upon forward movement of the end 59, engages the pin ||5 which extends up from the trip 13 therebelow.

This reverses the half turn described to shift from high to second, as follows: The peak of trip 13 moves bar |09 and compresses spring ||0, pin |01 idling reversely along slot I 08. Spring I0 returns bar |09, turning trip 13 the remainder of the half turn. Meantime pin |01 at the other.

end of slot |08 turns clutch cam 12, to open and close the clutch. Cam |03 being keyed to the shaft of cam 12, causes the peak |05 thereof to engage surface |04 and shift plate 99 forward.

While the lug ||4 has been thus functioning, another series of movements has been takingplace. 'I'he same movement of fork 59 which moved lug ||4 also caused the lug 91 on the upper side l of fork 59 to yengage the pin 98 on the lower side of trip 1|, (Fig. 28), and move the trip 1| a quarter turn, camming the bar 92, and compressing spring 93 (Fig. 14). For this quarter turn pin 95 on the other side of tripv 1| has merely idled along the slot 96 in cam 94 (Fig. 22). f

The spring 93 returns bar 92, which turns trip 1| another quarter turn to the position shown in Figure 26, and pin 95 now at the end of slot 96 in cam 94, turns it also. This causes peak |00 of cam 94 to engage the rail |02 and move the shifting plate 99 laterally. Looking at Figure 16, lateral movement of plate 99, with the sleeve ||9 in the opening |28 of the plate, causes lateral movement of ball |2| about ball |26 as a pivot, thus moving ball IZI-rearward, which shifts the gears from second to low.'

The parts remain in this position as long as low gear operation is required. At this time the fork 59 is in its extreme forward position and the collar 31 is in full open position.

This completes the shifting down or gear ratio increasing action of the vautomatic gear. shift. The stepping up or gear ratio reducing action necessary when the torque is reduced, is accomplished by a substantially reverse action of the same mechanism.

It should be recalled that during the forward movement of the fork 59, the lug ||3 passed by its pin on the trip 13, for the shift from high to-second, and the lug ||4 passed by its pin- ||5 for the shift from second to low, and

in so doing, returned the pin to its original trip1l and cam 94, of which the peak |0| now engages rail ||2 for the reverse lateral movement, completing the. shift from .low to second.

Further return movement of fork 59 causes lug ||3 to engage pin ||8 and turn the trip 13 operating the clutch and throttle, and the peak |05 of cam |03 engages the surface |04 and moves the shift plate 99 forward, completing the shift from second to high.

From the above description of the operation, it is apparent that the longitudinal gear shifting movements are controlled by a snap action device (comprising trip 13, bar |09, and spring H0) which through the lost motion device (|01, |08) actuates a snap action device (cam 12, bar 85, and the conventional clutch spring) for operating the clutch (and throttle). The snap action device (13 etc.) is combined with a snap activan device (trip 1|, bar 492, and spring 93) for lateral shifts.

If while the vehicle is operating in high gear, the operator releases or pulls back the accelerator pedal 14, the spring 61 and/or 16 forces this pedal to its rearmost position. The cam-10 on the hub of this pedal also moves back, which .permits the roller 69 and hook 68 to move back.

to engage pin ||5 on the trip 13 which gives the trip 13 a reverse movement' of. less than 45. The pin |01 is in the opposite end of the slot |08 so that there is no lost motion in reverse. Hence the cam 12 is turned almost 45, which 'is sulcient to cause its peak |39 to cam bar 85 forward to declutch the 'service clutch, resulting automatically in free wheeling, or coasting operation, whenever the transmission is in high gear and the gas pedal is released or pulled back.

However, as soon as the operator stepson the accelerator pedal, the cam 10 thereon engages the roller 69 on the hook 68, which engages the hook extension of arm 59 and pulls it forward enough to reverse or. prevent this arm from drifting back and thus prevents the free wheeling operation just described.

If the operator should push the accelerator pedal 14 while a shift is being made, the lugs 18 and 80 would prevent turning of the shaft 25, and then prevent opening of the throttle,

Whenever it is necessary to use the reverse gear, or whenever manual shifting of the for-'f Ward speeds is desired, the operator pushes down on the extension |3|, causing the latch |36 to engage the ange |31, and the socket |30 to engage the end |29. At the same-time the throwoff bar 84 is forced downward, causing the lever |22 to lift the sleeve ||9 clear of the ball |2| and the opening |28. The throw-olf bar also pushes the bar 83 downward causing the lug 86 to clear the lug 81. This downwardlmovement of bar 83v also causes lug 18 thereon to' clear lug on the shaft 25.

' Hence all automatic control or action is disconnected, leaving the throttle, clutch, and gear shift free for manual control. When automatic control is again desired, the operator releases the latch |36, and the spring |34 automatically arranges the parts of the automatic action.

Whenthe engine power decreases, for example, due to need of overhaul, the timing of the automatic action may be adjusted thereto,

by the operator pushing down the rod 54. This lowers the rod 5I and the arm 50, thus turning the screw 49 and advancing the timing of the automatic shifting. When the engine power is restored, as after overhaul, the rod 54 may be pulled up to advance the timing to adjust the same to the increased power.

It should be noted that temporary torque impulses, such for example as those occasioned by the vehicle passing over bumps or depressions in the road, will not cause shifting of gears. Such shocks are absorbed by the spring 60. However, less temporary increases of load, continuing for sufficient duration of time to permit the plunger 6| to advance against the dash pot action of the orifice 63, will cause the first shift from high to second.

Also, the clutch action is cushioned by the dash pot effect of the orice 90, but this does not prevent rapid declutching, which is permitted by the flap cylinder end 89.,

Furthermore, the actual shifting force is supplied by the springs 93 and H0 so that the actual shifting movement is always smooth and constant, not being dependent upon a variable force. For example, whether the advance of the fork 59 is fast or slow, the speed of the actual gear movement is always the same.

The invention embraces such embodiments of the broad idea as fall within the scope of the appended claims.

What is claimed is:

1. Automatic gear shift comprising in combination, a transmission gear box having an -Ifimovement for sluiting, and torque responsive means for shifting gears in said gear box.

2. In a motor vehicle, in combination, an internal,v combustion engine, a transmission gear box driven thereby and requiring both longitudinal and lateral movement for shifting, a drive shaft driven by said gear box by which traction is applied for propelling the vehicle, and means 'interposed insaid driveshaft and responsive to the torque thereof for shifting the gears in said gear box.

3. In a motor vehicle having an internal combustion engine providedt with a throttle and a clutch and a transmission gear box having a lever movable inone direction for one forward speed, and in the opposite direction for. another forward speed, automatic means for controlling said throttle and clutch and operating said lever for shifting gears in said transmission gear box.

4. Automatic gear shift comprising in combination, a thrust member, torque responsive means for actuating said thrust member, a gear shift lever, means responsive to initial movement o f said thrust member for moving said lever in one direction, means responsive to further movement of said thrust member for moving said lever in the opposite direction and simultaneously moving it laterally, and means responsive to still further movement of said thrust member for moving said lever in the first direction.

5. In an automatic gear shift, a transmission box, a thrust membenmeans responsive to torque for thrusting said member, a cam, cooperating means on said member and cam for giving said cam initial movement in response to initial movement of said member, spring means compressed by said initial movement cooperating with said cam for giving it further movement, and means actuated by said further movement of said cam for shifting gears in said transmission box.

6. In an automatic gear shift, an actuator responsive to torque, a snap action device engaged by said actuator, and gear shifting mechanism operated by the, snap action.

7. In an automatic gear shift, an actuator responsive to torque, a snap action device engaged by said actuator, gear shifting mechanism operated by the snap action, and a dash pot in opposition to said snap action device.

8. In an automatic gear shift, an actuator responsive to torque, a cam, a spring pressed member engaging said cam, said cam having a dead center past 4which it is moved by said actuator, and gear shifting mechanism operated by said cam driven by said spring.

9. In an automatic gear shift, a cam shaft, a clutch operating cam on said shaft, a gear shift operating cam on said shaft, spring means for turning said shaft, and an actuator for compressing said spring and setting the same for operating said shaft.

10. In a motor vehicle, a transmission gear box, a stug gear .lever therein, a shifter plate having an aperture receiving said lever, cams engaging said plate, and automatic means for oper# ating one of said cams for longitudinal movement and another of said cams for lateral move-1 ment.

11. In a motor vehicle having a transmission gear boxy and torque responsive means for automatically shifting gear therein according to an H-movement, manual means for rendering said automatic means inoperative and thereby simultaneously connecting -said gear box for manual shifting.

12. In a motor Vehicle having a transmission gear box having opposite movements for two forward speeds and torque responsive means for automatically shifting gears therein, operating the clutch and controlling the throttle, manual means for rendering said automatic means inoperative and thereby simultaneously connecting said gears, clutch and throttle for manual operation. 1

13. In a motor vehicle having a transmission gear box and a stub gear lever therein, automatic means for operating said lever to shift the gears, an extension g'ear lever and means for automatically disconnecting said automatic means when said extension lever is engaged with said stub lever.

14. In a motor vehicle, a transmission gear box, a stub lever` for shifting gears therein, a shifter plate having an aperture receiving said lever, cams engaging said plate, meansfor operating one of said cams for longitudinal movement and another thereof for lateral movement, automatic torque responsive means for actuating said means, a gear lever extension, and means for simultaneously disconnecting said plate and connecting said extension, to adapt the device for manual shifting.

15. In a motor vehicle having a transmission gear box and a drive shaft in two sections, means interposed in said drive shaft for causing a longitudinal movement responsive to torque therein,

comprising complementary members on the adthe same when the torque overcomes said spring means, and means connected to one of said com 2,062,523 plementary members and to said gear box for automatically shifting the gears therein.

16. In a motor vehicle having a transmission gear box, a clutch and a throttle, torque responsive means for automatically operating said clutch, throttle and gears to make a shift, and means actuated by reverse movement of said automatic 'means for declutching and closing said throttle, for coasting in high gear.

17. In a motor vehicle having a transmission gear box and a clutch, a thrust member, torque responsive means for actuating said thrust member, means operated by successive movements of said thrust member for operating said clutch and shifting said gears, and means for operating said thrust member for declutching for coasting in high gear.

18. Automatic gear shift comprising in combination, a transmission gear box, automatic means for shifting gears in said box, and means for adjusting said automatic means to compensate fo'r loss of power.

19. Automatic gear shift comprising in combination, a transmission gear box having an H- arrangement for gear shifting including movements. in opposite directions for two forward speeds and a lateral movement therebetween, automatic means for shifting gears in said box in response to torque, and yieldable means for rendering said means unresponsive to momentary variations in torque irrespective of speed.

20. In a motor vehicle having a transmission `gear box, and a drive shaft in two sections, a

collar on one of said sections,lmeans actuated by relative rotation of said sections for sliding said collar, a pivoted lever engaging said collar, a thrust rod actuated by said lever, and means for adjusting the length of said thrust rod connected to said lever to compensate for variation :Ln power.

21. In an automatic gear shift, in combination, a thrust member, torque responsive means for actuating said thrust member, a gear shift lever, means responsive to initial movement of said thrust member for moving said lever in one direction, and means responsive to further movement ofsaid thrust member for moving said lever in the opposite direction.

22. In an automatic gear shift, in combination, a' thrust member, torque responsive ineans for actuating said thrust member, a gear shift lever, means responsive to initial movement of said thrust member for moving said lever in one direction, and means responsive to further move- `ment of said thrust member for moving said lever in the opposite direction and moving it laterally.

23. In an'automatic gear shift, in combination, a thrust member, torque responsive means for actuatingsaid thrust member, a gear shift lever, means responsive to initial movement of said thrust member for moving said lever in one direction, and means responsive to further movement of sai'd thrust member for moving said lever laterally with respect to the rst direction.

24. Ina'motor vehicle having an internal combustion engine, a transmission box and a clutch, automatic means for shifting gears in said transmission box, and a snap action device actuated thereby for operating said clutch.

25. In an automatic gear shift, an actuator, a snap action device engaged by said actuator for simultaneously controlling longitu'dinal gear shifting movement,

in combination with another snap action device for controlling lateral gear shiftingmovement. LESTER S. MILLER,

Prose. LESTER S. MILLER, Administrator ofFranlc J. Miller, Deceased.

CERTIFICATE oF CORRECTION. i

Patent No. 2,062,523. December- 1, 1936i LESTER s. MILLER, -ET ARt.

It is hereby Certified that error lappears in ltheprix-atedspecification of the above numbered patent requiring correction asfollwsfpage 3, second column, line 72, for the word "of" read for; page 4, secondeolumn, line 25, Claim l0, for "stug" read stub; line 33, Claim 11,- for "gear" read gears; and that the said Letters Patent should be read withthese corrections therein that the same may Conform to the r'ec'ordof the ease in the Patent Office. Signed and sealed this 23rd day of February",` A; 1937.

v Henry Van Arsdale (Seal) Acting Commissioner of Patents. 

